Henry l



(No Model.)

LI. L. DE ZBNG.

METALLIC RAILWAY TIB AND FASIENING FOR RAILS. v

- Patented Apr. 3, 1888.

UNITED STATES PATENT EEicE..

HENRY L. DE ZENG, 0E GENEVE, NEW YORK.

METALLIC RAILWAY TIE AND FASTENING FOR RAILS.

SPECIFICATION forming part of Letters Patent No. 380,623, dated April 3, 1888.

Application filed October 17, 1887. Serial No.'252.55l. (No model.)

To @ZZ whom it may concern.-

Be it known that I, HENRY L. DE ZENG, of Geneva, in the county of Ontario and State of New York, have invented an Improvementin Metallic Railway Ties and Fastenin gs for Rails, of which the following is a specification.

The present invention is a modification of and improvement upon the devices shown in Letters Patent Nos. 334,696 and 348,550, heretofore granted to me, whereby the metallic tie is more easily tamped and tllledwith the earth or broken stone of the road-bed, and there is less risk of the tie moving endwise or shifting from its place in the roadbed, and the connections between the metallic tie and the rails are rendered more rigid and secure, and the tie is very strong, and the improvement especially adapted to ties of cast metal.

In the drawings, Figure l is a plan view of one of the cross-ties with portions of the rails thereon. Fig. 2 is a vertical section longitudinally of the tie and at the line :v x, Fig. 3. Fig. 3 is a cross-section at the line y y, Fig. 2. Fig. 4 is a detached plan of the end portions of the tie, one end being in section at the line z e. Fig. 5 is a side view, and Fig. 6 an end view, of one of' the clippicces. Figs. 7 and 8 are similar views of another ofthe clip-pieces. Fig. 9 is an elevation, and Fig. 10 aplan view, ofthe wedge and joint'plate.

The tie A is preferabiy of cast-iron, having a top plate, 2, bottom plate, 3, a central vertical flange or stern, 4, and cross-anges 5, the whole being in one, so as to form a tie with open side, as seen in Fig. 3, into which the earth or ballast of the road-bed can easily be rammed or taniped in leveling the road-bed, and this tie is not liable to end motion nor to settling by the 4weight of passing trains, because the top and bottom plates form extended bearing-surfaces upon the road-bed, and the plates 5 eifectually prevent the tie receiving any end mot-ion.

To increase the bearing-surface of the tie, to strengthen Athe same, and to lessen the possibility' of lateral motion, I provide the downwardly-projecting ribs 7 and 8 below the bottom plate, 3, as seen in Fig. 3, the rib 7 running longitudinally beneath the middle of the bottom plate, 3, and the ribs 8 crossing below the tie, preferably below the rails.

Through the top plate, 2, of the tie there are the mortises or openings 9 and 10, for receiving the downwardly-projecting claws of the respective clip-pieces, and as these mortrices are in line with the central stem, 4, such central stem is interrupted adjacent to the niortices to afford the necessary room for the claws of the clip-pieces; and to prevent the .ballast or tamping filling the mortises or interfering with the insertion of the claws upon the ciip-pieces 1 cast with the tie the box-shaped inclosures 12 at the angle between the under side of the top plate, 2, and the stern 4, such boxes being suiiiciently large to receive the claws of the clips freely, as indicated in Figs. 2, 3, and 4, and the crossiianges 5 may extend through the boxes or be omitted within the boxes themselves, as indicated in Fig. 2.

The rails H are of any ordinary character, and the ends or hooks of the clips D D are adapted to the shape of such rails and to the cross-ties, the claws 15 of the respective clips passing through the mortises and hooking below the top plate, 2, as seen in Fig. 2.

The clip D is similar to that shown in my Patent No. 334,696, except that it preferably extends up against the side and head of the rail, as indicated in Fig. 2, and the clip D is similar to that shown in my Patent No. 343,550, exeeptin the particulars hereinafter noted, and the wedge P corresponds to the wedge shown in the last-named patent, except that l east in the top surface of the wedge a groove for the reception of a headed key, 16, and there is an open bridge at 17, beneath which the key 16 is passed as it is slipped endwise along in the groove or channel of the wedge until the head of the key comes against one side of the clip D'. This key is inserted after the wedge P has been driven firmly into its place, the key be ing sufficiently small to slide freely in the groove beneath the head of the clip D', and when this key has been slipped into place the end thereof is bent up, as seen at 18, so that the key cannot slip in either direction and the wedge cannot become loosened because the head of the key and the bent-up end tie the larger end of the wedge to the clip-piece D'. This wedge P may have notches at its edge, as indicated in Figs. 1, 9, l0, to receive a vertical pin, as in said Patent No. 348,550.

Where the wedge P is used at a joint between two rails, such wedge is preferably flanged at 20 to rest against the side of the j oint-plate 21, and the end or head of the clip-piece D comes against the outer face of this flange 2O to form a rm support to the parts. lThe flange 20 will always be integral with the wedge P when a j oint-plate is made use of; but the joint-plate 21 may either be separate from or cast with the flange 20 and wedge P. I prefer to cast these parts in one, as shown, the end portions of the joint-plate being slotted for the reception of the bolts that pass through the rails. construction the rails are connected inA the most firm and reliable manner to the ties, and there is no possibility of any part working loose or becoming detached.`

Il' there is any inaccuracy in the gage of the railway, a plate or strip of iron or Wood may be introduced between the head of the clip D and the side of the rail to level up the track, or between the rail and the tie, and the taper of the wedge-P is sufcient to allow for its insertion, even if the rails are nearer together, by the insertion of the plate or strip of iron, as aforesaid. This Vis especially available in leveling up the track when the ground is frozen around the tie, and the wedges and keys may be applied at both sides of the rail to facilitate the adjustment of such rail. 1

The end or head ofthe clip D may be wider in the clips that are used at the joints of the rails than in those that are used at intervals along the rail.

The interiors of the box-inolosures 12 will usually, when the tie is of cast-iron, be formed by sand-cores laid in the mold, and it is preferable to cast small openings at 22 in the bottoms of the box-inclosures to allow water to discharge from such box-inclosures.

I claim as my invention.

1. A metallic railway-tie having top and bottom plates extending the entire length of the tie and a longitudinal central flange or stem, 4, and cross-flanges 5,all castin one piece, substantially as set forth.

2. A railway -tie having top and bottom By this the rail, the box-inclosures 12 beneath the mortises in the top plate, and a bottom plate, 3, below the flanges 4 and 5, the whole cast in one piece, substantially as set forth.

5. The combination, with the clips D', of a wedge, P, having a groove in its upper surface, a bridge, 17, and a headed key, 16, to be passed into the groove and beneath the clip and bridge and bent up to retain the wedge in position, substantially as set forth.

6. The combination, with the clip D', of the wedge P, having a flange, 20, that intervenes between the end of the clip and the rail, substantially as set forth.

7.. The combination, with the clip D', of the wedge P, having the flange 2O and the jointplate 21, substantially as set forth. Y

8. The wedge P, having a flange, 20,and the joint-plate 21, cast in one piece, substantially as set forth.

9. The combination, with the clip-piece, of the wedge grooved in its upper surface and having the liange 20, and the headed key 16, for

HENRY L. DE ZENG.

i Vitnesses:

GEO. T. PINCKNEY,

W. L. SERRELL. 

